Fuel pump and nozzle for internalcombustion engines



Feb. 12, 1952 w. VfFALCON 2,585,100

FUEL. PUMP AND NOZZLE FOR INTERNAL-COMBUSTION ENGINES Filed June 2, 1947 2 %3 2/ //e 25 I 29 6 //4 58 a6 46 -//0 i I //6 I I so Patented Feb. 12, 15952 omen A-TENT orifice FUEL PUMP] ANn NozzLE'FoR INTERNAL= I COMBUSTION ENGINES i I iamY Falcofi, Revere, Mass. j A lication-J ne 2, 1947, Serial No. 751,832

My present invention relates" to an improve ment in fuel pumps and fuel injection-valves for use with internal combustion engines of the-type in which fuel is injected into the combustion chamber. The invention may be employed either with internal combustion engines of the compression ignition type in which the fuel isignited by the compression alone or of the electric ignition type in which the fuel is ignited by a timed electric spark. 1 I

It is a primary object of 'my invention to'provide a simple combinationsof fuel pump and. fuel valve comprising a rugged structural unit for easy installation and replacement;

My invention provides: (1) Aneasily remov able fuel pump built into a. valve body; (2): an easily removable pump plunger; (3) an easily adjustable fuel spray valve;. (4) simple fuel valve means operated directly by the pump pressure stroke; and a pump valve unit which may be used in connection with the novel cylinder head described in my companion application Serial No 719,860, filed January,2,,1947, now Patent No. 2,493,481, dated January 3,-1950, in which are described arrangements by which the fuelis in-l jected into hot air taken; from the to'pof the combustion space so, that; moreperfect and rapid combustion results. 'I'hecombined'lmit embodying my invention is extremely simple, and cornpact, has few parts and candbe easily replaeed by another unit of this invention or bya unit con-,-

structed according to my application SerialNo. 751,831, filed June 2, 1947. j Theinvention will be fully understood from the following description, taken in conjunction with the accompanying drawings in which Fig. l is a vertical section of a portion; of a cylinder block and cylinder head of an electric ignition type engine and a combined pump and valve unit constructed according to my invention.

Fig. 2 is an enlarged fragmentary section of the valve unit and relatedparts; and:

Fig. 3 is a section on use eat ng. 1.

A cylinder block is shown at in, a cylinder at H! and a cylinder head at M. Within the cylinder head is a circular dome-shapedcombustion chamber [6 located over a part only of the cylin- 40mins." (01. 299-1012) been introduced by the mechanism'of theinvention. An inner portion 26a of a valve body 25 is secured in a cylindrical aperture 28 through.

the cylinder head M, an inner portion 28a of which is reduced forming an internal shoulder29. A spray valve seat member 30 has a seat 30a which acts as a spray-jet and is received witha tight fit into an internal cylindrical bore .32 in the valve body 26 and has a radial flange- 3i lying between the. end of the valve body 2'5 and the shoulder 29 in the aperture 28 in lthe cylinder, head. The spray valve seat member atz'abuts against a gasket 36 between it and the endof the aperture 28 and the valve body 28 abuts against a gasket 38 betweenits end.-and;.the flangedshoulder 34 ofthe spray valve seat member 30, thus making a tightfit betweenthe two units and the cylinder head [4. The gasket .35 prevents escape of the-combustion: gases in the combustion chamber l6 and the gaskettt prevents the escape of fuel in the cylindrical bore 32. A fuel nozzle 40 is screwed into the cylinder head 14 at a spaced distance from the spray valve seat 30 thus forming an annular space A? between them, and it projects slightly into thevcon bus tion chamber l6. A passage 44 leads from the auxiliary combustiongchamber [8 into another passage 46 which in turn leads to theannular. space-l2 and thence through a conically shaped passage 58 in the nozzle 40.

A spray valve member 50 has ast em 50a and a head 52 which is seated with a grind fit in the spray valve seat 30a on thecombustion chamber I the spray valve stem 50a. The flanged collar SE3 is locked in position by ,a lock nut 6A screwed- Fuel is supplied by a pump unitdesignated and its mechanism comprises pump barrel it 3 which is grind fitted and rigidly received into a conlcally shaped aperture 18 in an outer extension 26b of the valve body 26 and oil grooves 80 are provided between them. The pump barrel 76 has a cylindrical bore 82 which leads through a passage 84 through the valve seat 68 forming a fluid connection from the pump into the internal cylindrical bore 32 in the valve body 26. In the cylindrical bore 82' a pump plunger 86 is slidably mounted with oil grooves 88 to prevent leakage of fuel oil past it and it is biased downwardly by a spring 80 urging against the collar of a sleeve 82 which is slidably mounted on theoutsideof the ber I6 where it is ignited either by an electric spark plug screwed into the cylinder head I4 pump barrel and in turn presses against a I plunger head 84 attached to the bottom of the plunger 86. The extension of the valve body 26 I which contains the pump barrel 16 has an internally threaded hole as into which the fuel oil supply line may be screwed and it leads by'a port 98 into the pump cylinder 82 above the plunger 86 when the latter is in its downward position. A check valve member I00 having oil grooves I02 is slidably mounted inan expandedportion of the top of the pump cylinder 82 and it is biased downwardly by a spring I04 against a seat I06 in the pump cylinder 82. ,The spring I04 works against a plug I08 screwedinto the top of the pump barrel 16 which maybe removed for priming the pump by allowing the oil to flow through the supply line and into the pump above the plunger which gets rid of any air above the plunger.

The pump plunger 86 is actuated upwardly for a power stroke by a tappet IIO having an adjustable head H2. The tappet is in turn actuated upwardly by cam means not shown, which is adjustable to vary the length and timing of the stroke of the pump plunger 86 in a manner well known in the art which is not a part of this invention. In the cylinder head I4 is provided a priming hole II4 having a seat H6 in its bottom leading into the cylindrical bore 32 of the valve body. A screw threaded stud I I8 is mounted with its bottom end tightly in the seat and the stud II8 may be loosened to free the valve system of air and flood it with oil by turning over the engine to operate the pump and thenv the plunger 86 flows back into the oil line;

through the port 98 until the upper end of the plunger 86 covers the port 88. Thereafter as the plunger 86 continues to move upwardly the pressure of the fuel oil will rise rapidly in the pump cylinder 62 to lift the check valve I00 and allow the fuel to flow into the passage 84 against the thimble check valve 66 to raise it from its seat 68, through the drill holes I2 into thecentralpore tion of the cylindrical bore 32 and along thev flats 56 and against the spray valve 50. The fuel oil pumped by any given stroke of the pump plunger 86 does not actually flow all the way through the valve system on each given stroke because the volume of oil contained within the cylindrical bore 32 is large compared to the volume of oil moved on each individual stroke, but there is a generation of pressure which is immediately felt by the fuel oil just under and confined by the head of the valve 50. The fluid pressure generated by the pump raises the valve of the illustration, or by the heat of compression in a compression ignition type engine. As was mentioned there is at all times during operation avolume of oil in the cylindrical bore 32 and this becomes pre-heated before passing through .4 the spray valve 50 and spray valve seat 30 which act as a spray jet. The fuel is further heated upon mixture with hot air in the annular space 42 and since the air and fuel are hot and travelling at high velocity the fuel is broken up into tiny droplets or particles which expand and vaporize by reason of the heat so that an excellent, rapidly combustible mixture of fuel and air is produced. When the upward stroke of the plunger 86 is complete and this occurs considerably before ignition in the combustion chamber I6, the powerful spring 58 rapidly closes the spray valve 50 to prevent back pressure from the combustion chamber and that pressure itself aids the closing of the valve. The volume of oil in the bore 32 is immediately confined from running back into the line by the check valves 66 and I00 so that the pump cylinder 82 is re-filled on the downward stroke of the plunger 86 by new oil from the supply line through the port 08 rather than by back flow from the valve assembly in the bore 32. The spring 58 is much heavier than the check valve spring I0 and the area of the valve 50 is smaller than that of the check valve thimble 66 so that the spray valve 50 will tend to close first and also so that a the spring I0 may work against the larger spring for simplicity in assembling. The engine is accelerated by varying the timing and length of stroke of the pump plunger 86 through the variable cam means actuating it.

By providing a circular fuel spray around the valve 50 through the fuel spray seat 30 small pinhole type injection jets which can become easily fouled are avoided. The mechanism of the invention is particularly well adapted to high speeds in internal combustion engines and has the great advantage of simplicity.

I claim:

1. In an internal combustion engine of the fuel injection type, said engine including a cylinder head having a cylindrical aperture extending through its wall, an inner portion of said aperture being reduced forming a shoulder, and fuel injection pump plunger mechanism connected to supply fuel under pressureto said aperture, and in combination; fuel valve mechanism for delivering fuel in the form of a spray from said pump mechanism to said cylinder, said valve mechanism comprising a valve body having an inner portion in said aperture and an outer ,having a radial flange disposed in said aperture in fluid tight abutting engagement between said shoulde and the inner end of said valve body, said valve seat member having an axial fluid passage connecting said internal bore with the interior of said cylinder head, a spray valve member having a head normally closed against said valve seat and opening inwardly of said cylinder head and a stem slidable in said fuel passage with a loose fit to allow fiow of fuel through said passage, a collar on said stem and a compression spring in said bore between said collar and said valve seat member holding said valve member normally closed, said spray valve member being forced open and forming a fuel spray jet in cooperation with the said valve seat when the fluid pressure generated by said pump overcomes the force exerted by said compression spring.

2. In an internal combustion engine, the combination as set forth in claim 1 including a check valve in the fluid connection between said pump mechanism and said internal bore.

3. In an internal combustion engine, the combination as set forth in claim 1 including a thimble type check valve in said fluid connection, said check valve being disposed in said internal bore and held normally closed by a compression spring, said spring being located between said check valve and the collar on said valve stem.

4. In an internal combustion engine, the combination as set forth in claim 1 in which said pump plunger and barrel mechanism is received in a conically shaped aperture in the outer eX- tension of said valve body on an axis at right angles to the axis of said internal bore.

WILLIAM V. FALCON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 785,166 Haselwander Mar. 21, 1905 887,393 l-Iaselwander May 12, 1903 1,505,331 Gold Aug. 19, 1924 1,511,698 White Oct. 14, 1924 1,633,541 Braren June 21, 1927 1,772,742 Barrett Aug. 12, 1930 1,934,296 Dorner Nov. 7, 1933 1,944,371 Ritz Jan. 23, 1934 1,995,459 Olsen Mar. 26, 1935 2,056,133 Corey Sept. 29, 1936 2,077,938 Kuttner Apr. 20, 1937 2,225,796 Perrine Dec. 24, 1940 2,297,487 LOrange Sept. 29, 1942 2,316,697 Latta Apr. 23, 1943 2,326,171 Reggio Aug. 10, 1943 2,354,403 Reggio July 25, 1944 2,378,165 Waeber June 12, 1945 FOREIGN PATENTS Number Country Date 417,306 Great Britain Oct. 2, 1934 

